Engine pressure control system



C. H. JORGENSEN ETM.

ENGINE PRESSURE CONTROL SYSTEM 3 Sheets-Sheet l Filed oct. 2o, 1944 ATTORNEY@ DGC- 20, 1949 c. H. JORGENSEN HAL 4919497 l ENGINE PRESSURE CONTROL SYSTEM Filed oct. 2o, 1944 s sheets-sheet 2 M9 j fg a De@ 20, 1949 c; H. JORGENsl-:N Erm., 2,491,497

ENGINE PRESSURE CONTROL SYSTEM Filed Oct. 120 1944 3 Sheets-Sheet 3 INVENTRJ lower than said Patented Dec. 20, 1949 2,491,497 ENGINE PRESSURE CONTROL SYSTEM Clarence H. Jorgensen and William H. Taylor,

Anderson, Ind., and Frederick J. Hardman,

Dayton, Ohio, assignors to poration, Detroit, Mich Ware General Motors Cora corporation of Dela- Application October 20, 1944, Serial No.` 559,5195/3 12 Claims. (Cl. 123--25) This invention relates to the regulation of pressure in the manifold or intake of an airplane' engine and more particularly to an engine having an engine-stage supercharger and an auxiliary supercharger driven by the engine through change speed gearing.

It is an object of the present invention to provide a system of control of manifold pressure comprising a throttle valve regulator which operates automatically to maintain a selected pressure and which is under joint control by the pilots throttle lever and by a change speed gear lever and by means responsive to the operation of apparatus which injects a liquid, such as wateralcohol mixture, into the air intake passage leading to the engine manifold. The change from low speed drive to high speed drive of the auxiliary supercharger causes an increase of manifold pressure selection without requiring any change in the setting of the pilots throttle lever. Manifold pressures which are safe for engine operation with water injection can be obtained only when water injection is operating. When water injection ceases, the manifold pressure is automatically reduced to a value for safe operation of the engine without water injection. Operation of the water injection apparatus will not occur until after the pilots throttle lever has been moved into position for taking advantage of water injection by selecting high pressures in a range which can safely be maintained when water injection is used. When the lever is moved into positions for selecting pressures that are range, operation of the water injection apparatus ceases automatically.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred embodiment of the present invention is clearly shown.

In the drawings: Fig. l is a diagram the present invention;

Fig. 2 is a fragmentary sectional view of the throttle valve regulator of which a side elevation appears in Fig. 1;

Fig. 3 lis a sectional view on line 3-3 of Fig. l;

Fig. 4 is a fragmentary sectional view showing certain parts of Fig. 2 in a different position;

Fig. 5 is a chart showing the operation of the throttle valve regulator; Y l

Fig. 6 is a fragmentary view showing the pilots throttle lever and controls associatedl therewith;

of the system embodying Fig. 7 is a view similar to Fig. 6 showing cer- 55 2 tain parts in positions differing from what is shown in Fig. 6; and

Fig. 8 is a fragmentary sectional view on line 8-8 of Fig. 6.

Referring to Fig. l, air for the fuel mixture enters through a scoop I 0 and passes through a carburetor II connected by pipe I2 With an auxiliary supercharger I3 having an impeller I4 and a casing I5 connected by pipe I6 with an engine-stage supercharger II having an impeller I8 driven directly by the engine shaft I9 and having a scroll 20 connected with the intake manifold 2| of the engine. The carburetor II meters the fuel which is conducted by pipe 22 through a spray nozzle 23 in the pipe I6.

The impeller I4 of the auxiliary supercharger I3 is driven by a shaft 25 connected by gears 26 and 21 and a change-speed mechanism 2B with an engine driven shaft 29. The change-speed mechanism is operated by a lever 36 which is in the low gear position in Fig. 1. When lever 30 is moved clockwise, the change-speed gearing 28 will be shifted into high in order to increase the relative speed of the impeller I4. Movement of the lever 30 is effected by the pilot through a lever 3| and a link 32 connecting said lever with lever 3U.

The pressure which is maintained in the manifold 2| is controlled by a throttle valve 40, mounted on a shaft 4I secured to a lever 42 connected by a link 43 with a lever 44 connected by a link 45 with a lever 5I which is a part of the throttle valve regulator 50. Lever 5I is one arm of a differential or floating lever 52 pivotally supported at 53 on a lever 54 fixed to a shaft 55 journalled in a bracket 56 attached to the housing 51 of the controller 50. Shaft 55 is operated by a lever 60 connected by a link 6I with pilots throttle lever 62. By moving the lever 62 clockwise from the position shown in Fig. 1, the throttle valve 40 may be manually opened to an extent required to make a safe landing in case the controller 5U ceases to function automatically..

For a purpose of automatically controlling the throttle in order to maintain a selected pressure up to critical altitude, controller 50 provides a servomotor which operates through a piston rod 65, link 66, a roller 61 and a cooperating cam 68 provided by the differential lever 52 to eifect movements of the throttle valve in addition to those effected manually. The roller 61 is pivotally supported by pin 61a which provides pivotal connection between the link 66 and an arm 69 which is loosely journalled on the shaft 55, thereby limiting the motion of the roller 61 to an arcuate path having its center of curvature at the axis of the shaft 55.

Referring to Fig. 2, the controller housing 51 provides a cylinder receiving a piston 1| connected with the piston rod 65 which slides in a bearing provided by a member 12 which closes the left end of the cylinder and in a bearing ,14 provided by a plate 13 which closes the right end of the cylinder. A spring 15 is located between the piston 1| and the member 12 and urges the piston toward the right. Pressure fluid for operating the piston is conducted by piping, not shown, to a duct 16 connected with an annular groove 11 in a valve guide 18 which receives a valve 19 having lands 80 and 8| for controlling ports 82 and 83, respectively, opening into annular grooves 84 and 85, respectively, and connected, respectively, with the ends of the cylinder by passages 86 and 81. Holes 88 connect the groove 11 with the space within the guide 18 and between the lands 80 and 8| of the valve 19. When valve 19 is moved right to connect ports 82 with ports 88, pressure iiuid passes through duct 86 to the right end of the cylinder 10 to cause piston 1| to move left; and any pressure fluid at the left of the piston moves out through passage 81, groove 85, ports 83 and the left end of guide 18 and discharges into a chamber 90, which, by passages 9| and 92 is connected with a drain outlet 93 shown in Fig.

1. When valve 19 moves to the left to connect ports 88 and 83, pressure fluid is admitted through passage 81 to the left end of cylinder 50 to cause the piston to move right; and pressure fluid at the right end of the piston moves out through passage 86, groove 84, ports 82 and the right end of guide 18 and discharges into a passage 95 connected in a manner (not shown) with the chamber 90.

Valve 19 is connected by rod |00, clevis |0| and pin |02 with a lever |03 pivotally supported by a pin |04 carried by bridge |05 which connects the adjacent end plates |06 and |01 of flexible metal bellows |08 and |09 respectively. End plate of bellows |08 is supported by a cover plate attached to housing 51 and may be adjusted horizontally by the turning of a tubular screw H2 which can be locked in adjusted position by nut |13. Nut ||3 is protected by cover I|4 attached by screw ||5 which passes through the tubular screw ||2 and is threaded into the left end plate ||0 of bellows 08. Bellows |08 is evacuated. Bellows |09 has a right end plate of annular form |20 attached to the housing 51 and providing communication between the bellows and a passage |2| connected in a manner (not shown) with a pipe |22 (Fig. 1) which branches from a pipe |23 (Fig. 1) connected with engine manifold 2|.

Bellows |08 and |09 have the same exterior area exposed to changes in atmospheric pressure and, since bellows |08 is evacuated, bellows |09 will be eected only by changes in engine intake pressure. Bellows l|08 encloses springs H6 and ||1 and bellows |09 encloses a spring ||8. These springs are so constructed and calibrated that the pivot pin |04 will move in a predetermined manner with respect to changes in engine intake pressure. The relation between the positions of pin |04 and corresponding values of intake pressure is substantially a linear relation.

The servomotor control valve 19 is under joint control by .manifold pressure and by a pressure selecting cam against which the upper end of lever |03 is urged by spring |3I.

Lil

4 Cam |30 is mounted on a. shaft |32 passing through a sleeve |33 (Fig. 3) which is rotatably supported by a bushing |34 and eccentrically of the axis thereof. Bushing |34 is rotatable in a sleeve |35 rotatable in a bearing |36 provided by housingv 51. vBushing |34 is connected with a lever |31 and sleeve |35 with a lever |38. Sleeve |33 is fixed to an arm|50 carrying a pin |5| adapted to be engaged by the cam |30. \To the sleeve |33 there is attached a lever |52 connected by pin |53 (Fig. l), link |54, pin |55, lever |55 and shaft 55 with lever 60. Therefore-movements of the pilots control lever 62 from the position shown effect not only the opening of the throttle 40 but also a counterclockwise rotation of the sleeve |33 as viewed in Fig. 2.

As the pin |5| on the arm |50 attached to sleeve |33 moves counterclockwise, cam |30 follows it by reason of the operation of a spring |60 (Fig. 3) having an end |60a engaged by the lever |52 and having an end |60b received by a notch in the right end of shaft |32. Spring |60 is protected by a cover |6| retained on the shaft |32 by a pin |62. Therefore the spring |60 operates to cause the cam |30 to follow the rpin |5| in a counterclockwise direction until movement of the cam |30 is stopped by virtue of a pin |63 extending from the cam and striking the right end portion |64 of a rodl65. It will be noted from Fig. 4 that, when pin |68 strikes the rod end |64, counterclockwise motion of the cam |30 is arrested although the pin |5| on arm |50 loi' sleeve |33 may be moved further in a counterclockwise direction.

When the cam |30 is in the position shown in Fig. 2, the pressure selection is suitable for engine idling. When cam |30 is in the position shown in Fig. 4, the pressure selection is the maximum for engine operation without detonation when no water injection is used. When water injection is functioning, higher manifold pressure is permissible, therefore the cam |30 is permitted to move further in a counterclockwise direction until it strikes the pin |5|. In order to permit this movement of cam |30, the rod |65 is caused automatically to move toward the right in response to the functioning of water injection.

The water injection apparatus will now be described with reference to Fig. l. A tank |10 contains a supply of alcohol-water mixture which is under pressure by virtue of the connection of the tank through a spring loaded valve |1| with the pressure pipe |23. The tank outlet |12 is controlled by a valve |13 urged into closed position by a spring |14. Valve |13 is opened by a solenoid comprising an armature |15 connected with the valve and a coil |16 which is energized by current from a battery |11 by the closing of certain switches. Coil |16 is connected with al contact blade |18 carrying a contact |19 adapted to engage a contact connected with a spring blade |8| which carries a contact |82 for engaging a contact |83 connected with the battery |11. Coil |16 is energized when contacts |19, |80 and contacts |82, |83 are closed. Contacts |18, |80 are closed by counterclockwise movement of a cam I18a operated by shaft 55 when lever 62 is moved into certain high pressure selecting positions. Cam |18a engages a follower |18b on contact blade |18. Contacts |82, |83 are closed due to the resiliency of blade |8| when such action is permitted by means which responds to the flow of alcohol-water mixture into the air passage I2.

In order that the initiation of the functioning open position.

a flange |95. The piston attached to the blade |8|.

functioning the spring 2| 1 of the water injection may be elected, the switch contacts |82, |83 are temporarily by-passed by a manually operated switch comprising a contact |85 for bridging contacts |86, |81. When contact |85 is released, a spring |88 returns it to Therefore to start the operation of the water injection, contact |85 is pressed into engagement with-contacts |86 and |81 and the lever 62 is moved into position for selecting pressures which are safe for engine operation with `water injection, thereby closing contacts |19 and |60. The solenoid coil valve 13 opens. The

cylinder |92 in which is located a loosely itted piston |93 normally urged by spring |94 against |93 is provided with a stem |96 extending throug a packed bearing |91 andengageable with a non-conducting block |98 The piston stem prowhich so restrict the that the pressure in vides passages 200 and 20| flow of the injection fluid 'the right end of the piston |94 and the piston |93 moves left to allow some of the injection fluid to pass around it as well as through lit and into a pipe 202 terminating in a spray nozzle 203 within the air duct |2. So long as the injection fluid is flowing from the nozzle 203, the switch contacts |82, |83 will be closed. Therefore the valve |13 will be maintained open.

While the injection fluid is flowing from the nozzle 203, it is necessary that the cam |30 be permitted to move to a position of high pressure selection in order to take advantage of the water injection. Therefore means are provided for au'- tomatically moving the rod |65 toward the right of the positions shown in Figs. 1 and 4 in response to the flow of injection fluid. Rod |65 slides through a bushing 2 I0 threadedly attached to the cover plate (Fig. 2) and secured there in a desired position by a nut 2| I. Bushing 2|0 is attached to a metal cup 2|2 which supports an end cover 2|3 which provides the fixed end of a metal bellows 2|4 having its movable end provided by a cup-shaped member 2|5 attached to rod |65 and provided with an annular flange 2|6 which is normally caused to bear against the cover 2| 3 by a spring 2|1. A hole 2| 8 in cover 2|3 provides for connecting the interior of bellows 2|4 with a pipe 2|9 connected with pipe |90. While the fluid injection apparatus is not maintains the rod |65 in such position that its right end |64 is engaged by the pin |63 of cam |30 as shown in Fig. 4. In response to the iiow of pressure fluid through the pipe |90 to the nozzle 203, the bellows 2|4, being acted upon by the pressure of this fluid, overcomes the spring 2|1 and causes the rod |65 to move toward the right from the position shown in Fig. 4 in` order to permit the cam |30 to move under the action of spring |60 until it strikes the pin |5| thereby placing the cam |30 in that position of high pressure selection which will take advantage of water injection.

When the supply of injection fluid is exhausted, the spring |94 returns the piston stem |96 into the position shown thereby opening contacts |82 and |83 which renders the solenoid coil |16 ineffective so that the spring |14 will return the valve |13 to closed position. concurrently there- |16 is energized and the injection fluid nows underv pressure through a pipe |90 and pipe |9| to a overcomes the spring y with, the spring 2|1 (Fig. 2) returns the rod |65 '1, thereby causing contacts sure selection which is safe for engine operation without water injection.

If there should be any substantial decrease in the rate of. now of yinjection fluid from the nozzle 203 due to a partial stoppage in the nozzle or in the pipe 202, pressure will build up in the cylinder |92 at the left of the pipe |93. thereby causing the piston to return to the position shown in Fig. |82 and |83 to open and the solenoid coil |16 to become deenergized and the valve |13 will close. Since pipe |90 is disconnected from the fluid under pressure inthe tank |10, the pressure in pipes and 2|9 will diminish as the injection fluid may still ow through the pipe 202 and nozzle 203. As the pressure acted upon the bellows 2|4 (Fig. 2) diminishes, the spring 2|1 becomes eifective to return the rod |65 to normal position in orderto decrease the pressure selection. v

The curves of Fig. 5 are based on movement of lever 60 in degrees and throttle opening in degrees or manifold pressure in inches of mercury absolute. Line O-P represents manually effected throttle opening movements for various positions of lever 60. Line Q-R-S represents total movement of the throttle as effected manually by the lever 62 servomotor. The mechanical connections between the servomotor and the throttle, including the variable connection provided by the roller 61 and the cam slot 68, are such that, throughout the range of pressure selection corresponding to the position of lever 60 from th 30 to the 85 position, the throttle will be substantially wide open at critical altitude as indicated by the horizontal line R-S. Line A-B represents manifold pressures corresponding to positions of lever 60 from 0f to 70 when the auxiliary stage supercharger is operating at relatively low speed. When the change-speed gearing 28 is shifted into high gear in order to effect operation of the -auxiliary supercharger at high speed, the pressures obtainable by movement of lever 60 between the 30 and 70 positions are represented by line D-E. When uid injection is operating and lever 60 moves between the '10 and 85 positions, the pressures are indicated by line B-G with the auxiliary supercharger in low gear; and, when in high gear, the pressures are those indicated by line E-H. When uid injection ceases to function due to exhaustion of the injection iluid or to substantial decrease in the rate of flow from the nozzle 203, the pressures which are obtainable, v.hen lever 60 moves between '10 and 85 positions, are represented by B-C- for low speed operation of the auxiliary supercharger, and by line E-F for high speed operation thereof.

The raising of pressure from a value represented by a point on line A-B to a value represented by a point on line D-E or from a value represented by -a point on line B--G to a value represented by a point on line E-H is effected, without change in the position of lever 60, when the lever 3| is moved so as to shift the change speed gearing from low to high. This shifting is effected by clockwise rotation of eccentric bearing |34 whose axis is represented by the dot |34a in Fig. 1. Lever |31, to which eccentric bearing |34 is attached, is urged clockwise by spring |40 attached at one end to lever |31 and at the other to a bracket |4| attached by screws |42 to the cover plate Lever |31 has an ear |43 for engaging the lever |38 which, as stated before, is attached to sleeve |35 which is coaxial with the eccentric bearing |34. Lever |38 isV connected and automatically by the i 7 by link |44, with gear shift control lever 3|. When lever 3| is moved clockwise, to move the gear shift lever to the high position, lever |38 is moved into position |38a (Fig. 1). Lever |31 moves under the action of spring as lever |38 moves into position |38a. The cam |30 is shifted to the left to cause increase of pressure selection. Conversely, when lever 3| is moved back into the position shown, gear shift lever 36 is moved to the low gear position and lever |38 moves from |38a back to the normal position as shown in Fig. 1. Consequently, lever |31 and cam |32 are moved back to normal position to reduce the selected pressure.

The lever l| 31 may be moved to normal position independently of the return of lever 3| to normal position by` means which operates in response to movement of lever 68 to certain low pressure selecting positions. For example, when lever 60 is in the position shown in Fig. 1 which is in the position for selecting the lowest pressure suitable for engine idling, lever |52 is located in the position shown in Fig. 1 and a cam surface |52a provided by the hub of this lever engages a roller 52h pivotally supported by the controller housing 51. Therefore independently of the restoration of the change speed gearing 28 to low gear status, the pressure selection will be reduced automatically to some value represented by a point A on line AB. Therefore the manifold pressure for engine idling will not beexcessive although the change speed gearing may remain in high gear.

Referring to Fig. 6 which shows a modified form of control of the solenoid |16, there is a cam 220 provided by a lever 22| pivoted at 222 upon one of two arcuate bars 223 which guide the lever 62 which is supported by a shaft 225. Lever 62 has a recess 226 for receiving a spring 221 which engages a bar 228 and urges it downwardly into engagement with the bars 223 so as to retain the lever 62 frictionally in a desired position. Lever 62 is shown in Fig. 6 in the position corresponding to the 70 position of the lever 60 of the controller (Fig. 1). When lever 62 is moved clockwise beyond the position shown in Fig. 6 to a position such as shown in Fig. 'l for the purpose of causing the controller 50 to select a pressure which is permissible when liquid injection is used, the bar 228 engages the cam 220to cause the bar 22| to move from the position shown in Fig. 6 to that shown in Fig. 7, and to eiect movements of the switches which control the operation of the water injection apparatus.

When bar 22| moves downwardly it causes a bar 230 supported by guides 23| and 232 to move downwardly against the action of a spring 233. Movement of lever 22|) is limited by providing a slot 22|a in the lever for receiving a pin 22|b attached to bar 223. The bar 230 carries a pin 235 for supporting a pawl 236 urged by a spring 231 against a stop 238. During downward movement of bar 230, pawl 236 engages a roller 240 pivoted at 24| on a rod 242 supported by a guide 243. The rod 242 extends through a spring 245 located -between a shoulder 244 of the rod and a iixed part 246. Rod 242 insulatingly supports a flexible contact |85 which is the equivalent of contact |85 in Fig. 1. Contact |85 is adapted to engage contacts |36 and |81. Rod 242 supports a latch bar 241 engageable with a latch hook 248 carried by bi-metallic blade 249 surrounded by heater coil 250 connected with the battery |11 and with contact |85.

Below the bar 230 there is located a switch com- 39' from contacts las' and |81'.

down as shown in Fig. 7; and the returned posiprising engageable contacts |19 and |80' mounted on resilient blades |8| and |18' respectively.

Blade IBI' carries non-conducting button 25| toy be engaged by the lower end of rod 230.

Clockwise movement of lever 62 from the position shown'in Fig. 6 causes the lever 22| and the bar 230 to move down into the positions shown in Fig. 7. During downward movement of rod 230, the pawl 236 engages the roller 246 and causes the rod 242 to move toward the right so that the contact |85'` engages the contacts |86' and |81' and the latch bar 241 moves to the right of the hook 248 to retain the rod 242 in the position shown in Fig. 6. Downward movement of bar 23|) causes contact to engage the contact |18'. The solenoid |16 is energized and the valve |13 is opened. The liquid injection apparatus starts operating and the switch contacts |82 and |83 close as stated heretofore.

When contact engages contacts |86' and |81', the battery |11 is connected with the heater coil 250 which increases the temperature of the bi-metal blade 249 which is so constructed that increase of temperature tends to cause the latch hook 248 to move upwardly. After a, time which is sufiicient for the automatic closing of contacts |82 and |83, the latch hook 248 has moved sufficiently to release the latch bar 241. Then the spring 245 returns the rod 242 to the position shown in Fig. 6 thereby disengaging contact |85 The bar 230 is still tion of the roller 240 is indicated by the dot-dash circle 240'. Roller 240 is above the lower end of the pawl 236 instead of being below it as shown in Fig. 6. Counterclockwise movement of lever 62 from a position such as shown in Fig. 7 into or past the position shown in Fig. 6, results in upward movement of the lever 22| and the bar 236 into the positions shown in Fig. 6 under the action of spring 233. There is no re-engagement of the switch contact |85 with contacts |86 and |81 during upward movement of rod 230. The pawl 236 merely rides on the roller 246 as the pawl returns to the position shown in Fig; 6 without causing any movement of the rod 242 toward the right. Therefore return of b'ar 230 by spring 233 is notv materially impeded by contact of pawl 236 with roller 240.

While the embodiment of the present invention as herein disclosed, constitutes a preferred form. it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fulmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, means for controlling the speed of an engine supercharger, a manually operable member for adjusting the speed control means. and a controller having means for adjusting the throttle valve to maintain a selected pressure and means under the joint control of both manually operable members for selecting the pressure to be maintained. l

2. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, means for controlling the speed 75 of an engine supercharger, a manually operable member for adjusting the speed control means, liquid injection apparatus, and a controller having means for adjusting the throttle valve to maintain a selected pressure and means under the joint control oi both manually operable members and liquid injection apparatus for selecting the pressure to be maintained.

3. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit oi' the engine having a throttle valve. of a manually operable throttle valve controlling member, means for controlling the speed of an engine supercharger, a manually operable member for adjusting the speed control means, liquid injection apparatus, and a controller having means for adjusting the throttle valve to maintain a selected pressure and a pressure selecting cam, means including a spring for transmitting motion from the throttle valve controlling member to the cam, means operated by the speed adjusting member for laterally shifting the cam, a stop normally operative to limit movement of the cam in response to movement of the motion transmitting spring, andmeans responsive to the functioning of the liquid injection apparatus for retracting the stop.

4. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, and a 4controller having means for adjusting the throttle valve to maintain a selected pressure and a pressure selecting cam, means including a spring for transmitting motion from the throttle valve controlling member to the cam, a stop normally operative to limit movement of the cam in response to movement of the motion transmitting spring, liquid injection apparatus, and means responsive to the functioning of the liquid injection apparatus for retracting the stop.

5. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle Valve controlling member, means for controlling the speed of an engine supercharger, a manually operable member for adjusting the speed control means, liquid injection apparatus, and a controller having means for adjusting the throttle valve to maintain a selected pressure and a pressure selecting cam, a rotary shaft supporting the cam, a second shaft eccentrically supporting the cam shaft, means including a spring for transmitting motion from the throttle valve controlling member to the cam, means operated by the speed adjusting member for rotating the second shaft, a stop normally operative to limit movement of the cam in response to movement of the motion transmitting spring, liquid injection apparatus, and means responsive to the functioning of the liquid injection apparatus for retracting the stop.

6. A system of control for the inta-ke pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, and a controller having means for adjusting the throttle valve to maintain a selected pressure and a pressure selecting cam, a rotary shaft supporting the cam, means including a spring for transmitting motion from the throttle valve controlling member to the cam, a stop normally operative to limit movement of the cam in response to movement of the motion transmitting spring. liquid injection apparatus, and means responsive to the functioning of the liquid injection apparatus for retracting the stop.

7. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually trolling member, liquid injection apparatus, a controller having means for adjusting the throttle valve to maintain a selected pressure and means under joint control by the valve controlling member and by the liquid injection apparatus for selecting a pressure to be maintained, and means responsive to a movement of the valve controlling member into a position for selecting a pressure in a certain range for effecting operation of the liquid injection apparatus.

8. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, liquid injection apparatus, a controller having means for adjusting the throttle valve to maintain a selected pressure and means under joint control by the valve controlling member and by the liquid injection apparatus for selecting a pressure to be maintained, means responsive to a movement of the valve controlling member into a position for selecting a pressure in a certain range for effecting operation of the liquid injection apparatus, and means responsive to diminution of flow of injection liquid for discontinuing operation of the liquid injection apparatus.

9. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, liquid injection apparatus, means for initiating operation of the apparatus including a rstdevice and a second device concurrently operated, means for maintaining operation of the apparatus including said second device and a third device concurrently operated, said third device functioning in lresponse to proper flow of the injection liquid, an element movable in response to proper flow of the injection fluid, a controller having means for adjusting the throttle valve to maintain a selected pressure and means under joint control by the valve controlling member and by said element, and mechanisms responsive to a movement of the throttle valve controlling member into a position for selecting a pressure in a certain range for causing a temporary functioning of the first device and for causing the second device to function so long as the throttle valve controlling member is in a position for selecting a pressure in a certain range.

10. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, liquid injection apparatus comprising a liquid tank under iluid pressure, a nozzle in the engine conduit, a duct connecting the tank and nozzle, a normally closed valve in the duct, an electromagnet for opening the valve.

operable throttle valve cona current source, a series circuit including the current source, a ilrst normally open switch and a second normally open switch, a third normally open switch in shunt with the rst switch, means lor closing the third switch in response to proper ilow of injection iluid, an element movable in response to proper ow of injection fluid, a controller having means for adjusting the throttle valve to maintain a selected pressure, and means under joint control by the valve controlling member and by said element, and mechanisms responsive to a movement of the valve controlling member into a position for selecting a pressure in a certain range for effecting concurrently the temporary closing of the first switch and a closing of the second switch so long as the throttle valve controlling member is in a position for selecting a pressure in a certain range.

411. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuelmixture conduit of the engine having a throttle valve, of a manually operable throttle valve controlling member, liquid injection apparatus comprising a liquid tank under fluid pressure, a nozzle in the engine conduit, a duct connecting the tank and nozzle, a normally closed valve in the duct, an electromagnet for opening the valve, a current source, a series circuit including the current source, a rst normally open switch and a second normally open switch, a third normally open switch in shunt with the first switch, means for closing the third switch in response to proper flow of injection fluid, an element movable in response to proper ilow of injection fluid, a controller having means for adjusting the throttle valve to maintain a selected pressure and means under joint control by the valve controlling member and by said element, an actuator movable in response to movement of the throttle valve controlling member into a certain range of positions for the selection of a certain range of pressures for closing the second switch and for eiecting a closing movement of the first switch during the movement of the actuator while providing for release of the switch at the end of movement of the actuator, a spring tending to open the first switch, a latch for retaining the first switch in closed position when closed by the actuator, and means for retracting the latch after the lapse of time during which the third switch is closed by operation of the liquid iniection apparatus.

12. A system of control for the intake pressure of a supercharged internal combustion engine comprising the combination, with the air or fuel-mixture conduit of the engine having a throttle valve, of a manually operable throttle. valve controlling member, liquid injection apparatus comprising a source of injection liquid under pressure, a nozzle in the engine conduit, a duct connecting the source and nozzle, a normally closed valve in the duct, an electromagnet for opening the valve, a current source, means for maintaining a circuit between the current source and the electromagnet and comprising a manually closed switch and a switch provided with means for closing it so long as proper ow of injection fluid is maintained, means for estab-- CLARENCE H. JORGENSEN.

WILLIAM H. TAYLOR.

FREDERICK J. HARDMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,031,527 Dodson Feb. 18, 1936 2,217,364 Halford et al Oct. 8, 1940 2,228,239V Ammann Jan. 14, 1941 2,392,565 Anderson et al Jan. 8, 1946 

